Rotary gas-engine.



C. E. SANBORN.

ROTARY GAS ENGINE.

APPLICAHON FILES MAR. 14. 1917.

Patented Feb. 4, 1919.

6 SHEETS-SHEET 1..

attorneys 0. E. SANBORN.

ROTARY GAS ENGINE. APPLICATION FILED MAR. I4. 1917.

Patented Feb. 4, 1919.

5 SHEETSSHEET 2.

Ci E. SANBORN. ROTARY GAS E NGINE. APPLICATION FILED MAR.14. iifi 13,293,623. Patented Feb 4 .1919.

3144x2444 oz C. E. SANBORN. ROTARY GAS ENGINE.

APPLICATION FILED MAR. 14. I917.

Patented Feb. 4, 1919 6 SHEETSSHEET 4 ZZ 5 attorney 3 C. E. SANBORN.

ROTARY GAS ENGINE.

APPLICATION FILED MAR. 14. 1917.

Patented Feb. 4, 1919.

6 SHEETS-SHEET 6 was CHARLES E. SANBORN, OF STILLWATER, OKLAHOMA.

ROTARY GAS-ENGINE.

Specification of Letters Patent.

Patented Feb. 4, 1919.

Application filed March 14, 1917. Serial No. 154,863.

' To all whom it may concern:

Be it known that I, CHARLES E. SANBORN, a citizen of the United States of America, residing at Stillwater, in the county of Payne and State of Oklahoma, have invented certain new and useful Improvements in Rotary Gas-Engines, of which the following is a specification, reference being had therein to the accompanying drawing.

This invention relates to rotary gas engines and has for its object the production of a simple and efficient. engine especially constructed for the propulsion of automobiles and other motor vehicles, although the engine may be put to various'other uses.

With this and other objects in view this invention consists in general of certain novel combinations, constructions and arrangements of parts as will be hereinafter fully described and claimed.

In the drawings Figure 1 is a top plan view of the engine.

Fig. 2 is a side elevation thereof. 7 Fig. 3 is a section taken on line 33, Fig. 1.

Fig. 4 is a section taken on line 4-4. Fig. 2.

Fig. 5 is a section taken on line 55. Fig. 2.

Fig. 6 is a section taken on line (3-45, Fig. 3. i

Fig. 7 is a vertical section taken through the friction clutch showing the springs carried thereby.

Fig. 8 is a section. taken on line 8-8. Fig. 6.

Fig. 9 is a perspective view of one end of the friction clutch operating arm.

Fig. 10 is a detail perspective view of the operating bell crank for the friction clutch.

Fig. 11 is a section taken on 1ine'11-11, vFig. 1.

Fig. 12 is a section taken on line 12-12. Fig. 1.

Fig. 13 is a section taken on line 1313, Fig. 11.

Fig. 14 is a section taken on line 14-14, Fig. 11.

Fig. 15 is a'section taken on line 1515, Fig. 14.

Fig. 16 is a detail perspective view of th crank disk.

Fig. 17 is a detail perspective view of one end of one of the piston rods.

Fig. 18 is a section taken on line 18-18. Fig. 3.

Fig. 19 is a vertical section through the carbureter.

Fig. 20 is a section taken on line 2020, Fig. 19.

Fig. 21 is a detail perspective view of the lower portion of the valve carried by the carbureter.

Fig. 22 is a top plan view of the carbureter showing the arms for manually controlling the admission of gas to the cylinder.

By referring to the drawings it will be seen that 1 designates the supportingfiplatform which carries a standard 2, upon which standard 2 is rotatably mounted a driving gear 3. This driving gear 3 is provided. with an upwardly-extending circumferentially-formed flange 4 which constitutes the lower section of the friction clutch used in connection with the present engine which will be hereinafter clearly described. A base plate 5 is also rotatably mounted upon the standard 2 and is provided with a depending collar 6 fitting snugly around the standard 2, as shown clearly in Fig. 3 of the drawings. This base plate 5 is also provided with a depending annular flange 7 which is adapted to register with the flange 4 and constitutes the upper section of the friction clutch.

A sliding clutch band 8 is mounted upon the upper and lower sections 7 and 4 of the friction clutch and this band is provided with a laterally-extending flange 9, which flange 9 supports a plurality of guiding bolts 10, which bolts 10 carry springs 11, the springs 11 engaging the brackets 12 carried by the lower flange or clutch section 4, and these springs 11 are adapted to normally urge the band 8 into firm engagement with the flange or upper section 7 of the clutch. thereby locking the upper an d lower sections of the clutch firmly together.

An operating lever 13 is also employed and is pivotally supported upon the frame 14. This operating lever 13 is substantially yoke-shaped and carries a shoe 15 at each end thereof, which shoe is provided with a substantially V-shaped groove 16 upon the inner face thereof for firmly fitting over the flange 9 of the gripping band 8. It will, therefore, be seen that as the outer end of the lever 13 is elevated, the lower end or shoes 15 of the lever 13 will be pushed downwardly, thereby causing the gripping band 8 to be disengaged from the flange 7. However, as soon as the lever 13 is released the springs 11 will immediately force the band into firm engagement with thee-hitch section or flange 7.

A bell crank lever 17 which is illustrated in detail in Fig. 10 is pivotally mounted uponthe supporting bracket 18 and engages at its inner end the lever 13. An operating link 19 is also secured to therear end of the lever 17 for the purpose of permitting the lever 13 who thrown to a position for throwing the clutch band 8 into and out of'an operative position.

It, of course, should be understood thataany suitable or desired transmission may be em ployed for connection with the shaft; 20 and, as illustrated in the drawings, it will be seen that the shaft 20 carries a bevel gear 21 which meshes with the teeth formed upon the gear 3. This structure is'clearly illustrated in Fig. '6 of the drawings. A suitable casing 22 is placed over the gears 3 and 21 to constitute a housing therefor.

A pluralityof radiating cylinders 23 are supported upon the base plate 5, as clearly illustrated in Figs. 1 and 3 of the drawings, and these cylinders communicate with a crank casing 24 shown clearly in Fig.2 of the drawings. A crank pin supporting plate 25 is carried by thestandard 2 and is anchored in engagement therewith by means of the anchoring bolts 26. The crank pin supporting plate'25 carries a crank pin 27, around which crank pin 27 fits a collar 28 for retaining the shoes 29of the piston rods 30. These piston rods 30 cn age piston heads 31 at one end thereof and the shoes 29 are so formed as to fit snugly in nested relation around the crank pin 27, at the same time permitting the shoes 29 to move freely around the crank pin 27. The collar 28'will firmly hold these shoes in engagement with the crank pin 27 as is clearly illustrated in Fig. 3 of the drawings. A retaining plate 32 is secured to the upper end of the crank pin '27 and overhangs the shoes 29 of "the piston rods 30 as shown in Fig. 3. This plate'32 is provided with suitable lubricat ing apertures 33 and a lubricating housing 34 fits over the upper end of the crank pin 27, the lubricating apertures 33 permitting the lubricant from the casing34 to pass down between the crank pin 27 and the shoes 29. It will, therefore, be seen that as the cylinder supporting plate 5 rotates, as will be more clearlyhereinafter described, the piston heads 31 will be reciprocated within the cylinders 23 dueto the fact that thecrank naeaeaa pulsations of the engine for the reason that at least one of the cylinders will at all times be exerting a pullin or a driving action upon the crank pin 2%.

A carbureter 36 is supported centrally upon the crank casing 24, as is shown inFig. 3 and in detail in Fig. '19,and it will beseen by carefully considering Fig. 19 that the crank casing 24 is provided with an up.- wardly-extending threaded lug 37, which threadedlug is threaded into a threaded socket formed in the bottom of the carbureter casing 36. The carburetor casing 36 is in turn provided with a threaded lug 38 which threaded lug is threaded into a threaded socket formed in the bottom of the fuel containing chamber 39. It will, therefore, be seen that the carbureter casing36 will be anchored upon the crank casing 2 4 so as to revolve therewith.

The carbureter casing 36 is provided with a plurality of radiating tubes 40,"which tubes 40 pass from the carburetor casing'36 to the respective ends of thecylinders 23 for the purpose of supplying fuel from thecarbureter to the outer ends of the explosive cylinders 23. Suitable means is of course provided at the ends of the explosivecyl'inders for the purpose of controlling the admission and exhaust of gases to and from the cylinders, and, at the same time, for controlling the exploding of said gases. This structure will be more clearly described in detail in the following specification.

A fuel containing casing 39 above referred to is seated within the casing 36 andthis' fuel containing casing 39 is provided with a plurality of upwardly-extending spouts 41. which upwardly-extending spouts 41have discharge nozzles 42 supported in the upper ends thereof. These discharge nozzles 42 are adapted to discharge fuel from the casing or the housing 39 at a point opposite the "air inlet opening 43 formed in the housing36 and regulated by air control collar 44. This the engine increases the governors 47 will.

spread outwardly thereby causing the air control 44 to be drawn downwardly and to permit the admission of additional air into the carbureter.

A float 49 is mounted Within the fuel chamber 39 and this float 49 carries a plurality of depending brackets 50,which brackets 50 support a valve 51 which valve is substantially conical in shape and extends upwardly into the discharge end of the fuel supply pipe 52. It will, therefore, be seen that the float 49 will permit the fuel Within the carbureter to be maintained at a uniform level for the reason that when the fuel falls below a predetermined height within the fuel chamber 39, the conical valve 51 will be drawn out of the discharge end of the fuel supply pipe 52 and permit the fuel to pass down through the tube 52 into the casing 39. If, however, the fuel should rise to a predetermined level, the conical valve 51 will immediately seat itself upon the discharge end of the fuel supply pipe 52 and prevent the further discharge of fuel into the casing 39. By means of the device described and illustrated, it will. be seen that an eflicient means has been produced for preventing the flooding of the fuel chamber.

By carefully considering Fig. 19 it will be seen that the fuel supply pipe 52 constitutes a bearing for the carbureter and that the carburetor 36 is adapted to revolve around or upon the tube 52. A suitable bearing casing 53 is employed upon the carbureter 36 and is adapted to constitute an etlicient journal for the carbureter. It of course should be understood that suitable packing may be employed for the purpose of producing an eflicient or convenient journal.

The fuel supply pipe 52 is adapted to pass from a fuel reservoir 54 and it should be understood that this reservoir 54 may be placed upon an automobile or other-motor vehicle in any suitable or convenient place, and it is preferable to place the fuel reservoir at a point which is now usually occupied by the radiator in an automobile, thereby removing the fuel supply from a dangerous point under the seat of the operator of the machine. The present engine, of; course, will be air cooled, thereby entirely-eliminating the necessity of employing water jackets or a radiator. The continual rotation of the engine and the swinging of the cylinders through the air will be sutlicient to cause the cylinders to be kept ata proper temperature. A suitable operating lever 55 is also employed and may be operated from any desired or convenientgpoint, and this lever 55 engages a link 56, which link56 en gages-a lever 57 suspended upon the hanger 58 carried, by the supply pipe 52.;- The lever '57 is adapted to operate a suitable-apparatus for controlling the manual admission of gases from the carbureter through the respective pipes .40, as hereinafter described.

Attention is now particularly called to Figs. 11, 12 and 13 which show in detail the construction of the cylinder heads. It will be seen by carefully considering Fig. 11 that the pipe 40 of each cylinder is provided with an inwardly-turned end 58, which inwardly-turned end 58 communicates with an inletport 59. This port 59 is adapted to be closed by means of a valve 60 carried by a plunger 62. A suitable coil spring 63 is carried by the plunger 62 and is adapted to normally hold the valve 60 upon its valve seat and close the passage of gases through the port 59. The outer end of the plunger 62 carries a suitable bearing 64 which works through an aperture 65 in the guiding plate 66. This guiding plate is anchored upon the cylinder head 67 as shown in Fig. 11 and a rotating controlling gear 68 is rotatably mounted upon the guiding plate 66. A retaining plate 69 is carried by the guiding plate 66, and this gear 68 is provided with a suitably arranged groove 70 upon the inner face thereof for the purpose of engaging the respective ends of the plungers 62 and 71 of the inlet and exhaust valves. A plurality of lugs 72 and 7 3 are formed witlr in the pocket 70 for the purpose of causing the plungers 62 and 71 to reciprocate at proper intervals as the gear 68 is rotated. The plunger 71 carries a coil spring 74 for normally holding the plunger 71 in a closed position and a valve 75 is carried by the plunger 71 for normally closing the exhaust port 76 formed in the cylinder head 67. A suitable exhaust pipe 77 is also connected to the cylinder head for conveying the exhaust gases from the cylinder when the port 76 is open. V A spark plug 78 is carried by the guiding plate 66 and extends through the cylinder head 67 and this spark plug is adapted to be engaged by an adjustable contact arm 79 for the purpose of closing an electrical circuit through the spark plug from any suitable or desired source of electrical supply, thereby igniting the gases within the explosive cylinden- Bycarefully considering Figs. 1 and 2 it will be seen that this contact arm 79 is slidably mounted Within a track-way 80 carried by the platform 1. This track-way 80 is substantially channel-shaped in cross sec tion for receivinga suitable shoe carried by the lower end of the contact arm 79. A

stantially diametrically opposite the trackways v8O and-82 and a curved arm 86, is

slidably mounted therein which is shownin detail in Fig. 5 and is provided with asuitable tripping head 87 for the purpose of rotating the gear wheel 68 a proper distance for opening the exhaust valve 75 and'exhaust port 76. The tripping arm 86 is connected to a link 88, which link is in turn connected to a finger 89 carried by a shaft 90. The shaft 90 is suitably operated for'the purpose of reciprocating the arm 86 within the track way 85 and sliding the same to a desired or adjusted position. The arm 86 is curved for the purpose of permitting a proper adjustment notwithstanding the fact that the shaft 20 and link 19 pass across the path of movement of this'arm 86.

Suitable links 91 and 92 are also connected to the respective arms 81 and 79 and these links'9l and 92 are in turn'connected to fingers 93 and 94 carried by'the shafts 95 and 96. These shafts 95 and 96 may be operated in any convenient or'desiredman- It should be, of course, understood that anysuita ble or desired transmission means may be employed for taking the power from the engine and may [be attached in any suitable or desired place upon the engine, as for instance, upon the base' plate 5. The at 'taching of the transmission device',"however,

to theengine is elementary and it is not thought necessary to go into detail illustration and description of this transmission connection.

It of course should be understood that the lubrication of the engine will be the'splash system within the crank casing and'that the gyroscopic motion of the engine will aid largely in steadying the automobile or motor car upon which the device is installed, thereby greatly eliminating the danger'of turning turtle at'times during which ve hicles are turned quickly from a straight course while in high speed, as is present'in ordinary engines of thefi -wheel type.

' A starting pinion 20 meshes with the gear 3 and'this pinion 20 is carried by a shaft '21 which is driven by a starting motor 22". This motor 2:2 is especially adapb ed for the initial starting Oftl1e e'Iig-l1ie. V From the foregoing description it will be seen that a very simple and efiic'ient explosive engine has been produced which is of the air" cooled type and which eliminates many cumbersome parts which are now employed upon engines of like character,'thereby greatly reducing the-cost of maintenance as well as the installation of the engine.

Suitable reverse'gearing is placed on the .motor shaft for the purpose of startingrthe engine on" the reverse; but it should be understood that the engine may be as -'e fiiciently run reversely as 'forward', by the shifting-of moageae the contact arm '7 9 and tripping IOdi81, also curved arm 86 tothei-r pro'per relative posttions; It should be noted that the dog 83 is so shaped and attachedas to permittr ipping heads 83 and 87 to rotate gearWheeI Gs'tQ advance a certain predetermined fractional distance ofits revolution at each cont'act with the tripping'heads 83 and 87. The dog 83 looks the gear wheel '68and prevents its revolving except through definite action with the tripping heads Whichatcontact unlock and at the time "of separation leave dog in such a'position as to cause gear wheel to remain perfectly stationary.

It of course should be understood that any suitable exhaust system might be used with the present invention and also that a suitaable mufilermight'als'obe used without departing-from the spirit of the invention. A collar 44 i slidably mounted within the casing 36 and is adapted to manually control the admission f ga's'through the pipes 40. Rods 40 are carried by the collar l and extend through the coverplate of' the cas ing 36 and engage the radiating arn1s42 which are carried by "a flanged collar 4:3. This flangedcollar 43 is'engaged by the forked end 57 of the lever 57 It should be understood that as the lever57 is swung; the arms 42 and the rods so will be raised or lowered, thereby shifting the'collar 4A to an open or closed position.

In my "co-pending application Ser. No. 200,534, filed Nov. 6, 1917, I have'disclose'd the divisional subjectmatter'divided out of this application, coveringmy improved carbureter. Gearwheel 68 should have twelve teeth. (Rotating controllingge'ar.) There are three pairs of pluralitylugs'72 and 73. Lug 72 'is for the purpose of opening the intake valve. Lug 73 is for the "purpose of opening the exhaustvalve '75.

When a cylinderis ch rged with gas and ready to fire at point 79 both valves will be closed because of position" oflugs, after firing'however and "when cylinder is at point 87 tripping head'87 will engage in a sprocket and turn 68 one twelfth of its circumference and 'lug73 will compress and open the exhaustvalve 7 5. When cylinder completes its revolution at point 7 9 the tripping head 83 will engage in sprocket and turn 68 another twelfth of "its circumference permitting lug to pass by exhaust valve 75"and at the same time causing lug 72 to compress intake valve 60 thus opening it. The cylinder in passing to point 87 this the second time will become charged with gas by actio-nof piston 31. At

point 87 the tripping head 87 Will en-- gageand turn'68atwe1fth of its circumfer en'ce causing intake valve 60 to close; The cylinder will then pass to point 79 where 68 will beagain' turned a twelfth of its circum ference. No action will result on valves since -neither lug willbe in position' to dis-- for all cylinders. Electric contact will take.

action occurs. p 'Now- 81 and '85 are" adjustable just the turbthem. Ignition willoccur and the proc-' ess repeated as above'shown. This will hold place at each revolution of cylinder but actual 'firlng can only take place at levery other revolution as aboveshown.

Action is positive and the}, dog disengagesand engages at each action of the tripping rods so that 68 must rotate a certain distance" and remain at a certain-place each time same'as80. "They-have a sliding base which lies in a track curvedfthe radius of which has the Center in the crank shaft of the engine. Bymoving 81-1for instance to the right or-to the left the'time' of closing the intake valve may be regulated. The same is true of 85; the opening and closing ofthe valve can be so regulated as to cause action at any desiredpoint. This adjustment partly is responsible for the running of the engine either forward or reverse.

There are two races extending circularly in 68 through which valve stems protrude except where lugs are shown.

What is claimed is 1. An engine of the class described comprising a base, a standard, a cylinder supporting plate rotatably mounted upon said standard, means for rotating said cylinders, a friction clutch cooperating with said cylinder supporting plate, a starting shaft, a gear carried by said friction clutch, and means forming a connection between said starting shaft and gear for rotating said clutch and said cylinder supporting plate.

2. An engine of the class described comprising a base, a standard, a cylinder supporting plate carried by said standard, cylinders carried by said cylinder supporting plate, pistons worln'ng within said cylinders, means for holding one end of said pistons and permitting the rotation of said cylinders and pistons, means for controlling the admission and exhaust of gases to and from said cylinders, and means for igniting gases within said cylinders.

3. An engine of the class described comprising a base, a cylinder supporting plate carried thereby, a lurality of cylinders carried by said cylin er supporting plate, said cylinder supporting plate provided with a depending flange constituting a section of a friction clutch, a starting gear supported below said cylinder supporting plate, a flange carried by said starting gear and constituting a portion of a friction clutch, and means for driving said starting gear.

l. An engine of the class described comprisin a base, a cylinder supporting plate carrie thereby, a plurality of cylinders carried by said cylinder supporting plate,

said cylinder supporting plate" provided witll a depending flange constituting a sec and constituting a portionof a'rfriction iYou will note that dog 83 is explained by mealong withthedrawings which I- submitted.

clutch, means for driving said'starting gear, a friction band engaglng the sections of. the

friction clutch carried by said cylinder supflange carried by said startin' gear and con- I stituting' a portion of "a friction clutch, means for drivlng said starting gear, a fr1ctionband engaging the section's ofthe fric "tion clutch carried by said cylinder supporting plate and said gear, means for yield ably forcing said clutch band vertically for holding the same in an operative position, an operating lever, means for raising and lowering one end of said operating lever, shoes carried by said operating lever, said band provided with a laterally-extending flange, said shoes fitting over said flange and adapted to move said band into and out of an operative position.

6. An engine of the class described comprisin a base, a cylinder supporting plate rotata ly mounted upon said base, a crank pin stationarily supported upon said base, a plurality of cylinders carried by said plate, a piston working in each of said cylinders, a piston rod connected to each piston, each piston rod provided with a shoe at one end thereof for engaging said crank pin, a retaining collar passing around said shoes and holding the same in engagement with said crank pin, means for controlling the admission and exhaust of gases to and from said cylinders, means for igniting gases within said cylinders, a retaining plate carried by said crank pin, and overhanging said shoes for retaining said shoes against vertical movement upon said crank pin, said retaining plate provided with lubricating apertures formed therein, and a lubricating housing fitting over said plate and adapted to supply lubricant through said apertures in said retaining plate.

7 An engine of the class described comprising a base, a plurality of cylinders adapted to rotate upon said base, each cylinder provided with a lurality of valves for controlling the admission and exhaust of gases to and from the cylinders, an operating gear cooperating with said valves for ne of the class described coniof gases to and from'the cylinders, an operrating geancooperating W1th- .sa1d valves for opening and closing the same-at predetermined intervals, a tripping member adjustablymounted uponsaid base. for engaging said gear and rotating the same at predetermined intervals,;ac1reuit closing arm adjustably mounted upon said'base: for closmamas:

ne a m it thmaehrthe spark e-P ug sai ylinde aa o roll n rth emt enl o gases W ns d cy in e rtnac ii-iw yse -r ried by said-base, said cincuit closingarm di-vvmpping; anrn,pro ided wit shoesWor ing in said traclgwaysg -for permittingithe, djustment, of sa d- 1 ci it. dosing em an app n to} a d sired wean, and: 30

p s n b se, aiplu ality cy n e s; adapted to rotate uponsaid base, in ne car-4 ried at one end of said cylinder ling the admissionand exhaust ofqgasesyto and fromsaid cylinder, andtrippingmeans spaced diametrically ;opposi t'e .to, each other for "controlling: the; alternate admission; and

exhaust of gasesto a d IJQm. aidrpyli dem 1 .40

In testimony "whereof; I hereunto. a fiximy signature.

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